Fuel reclaiming system for combustion engines



Junel 15, 1937.

H. A. TRussl-:LL FUEL RECLAIMING SYSTEM FOR coMBUsTIoN ENG-INES Filed Feb. 2s; 1934l INVENTOR. v

Patented June 15, 1937 UNITE STATES para r-A-.rsnrorriee FUEL RECLAIMING SYSTEM Foa corri"l BUs'rIoN ENGiNES u 4 This invention relates to combustion engines, and more particularly, to a new and improved fuel system for such, said system comprising a reclaimer and certain other elements, the structure and function of which is made clear in the following specification.

Automotive engineers of the present day have developed high speed, high compression motors, to meet modern needs, and in so doing have 10 brought to light many new factors in this field; the volume and quality of fuel required for such an engine under the wide range of operating requirements to which itis subject, at once suggesting the magnitude and scope of the prob- 15 lem. For instance, it is 'apparent that when e-mploying down-draft carburetion, which is now so popular with the automotive industry, fuel is lit,- erally being poured into the engine, the volume of such fuel reaching tremendous proportions at fm high speeds, and while the choke is being employed, as in starting; yet a considerable portion of said fuel, in spite of all modern refinements in earburetion, being unfit to enter the combustion chambers of the engine. 'I'hat is, the (V charge as` formed invariably contains unvaporized liquid fuel in particles, said particles for the most part representing surplus over what is properly required for mixture strength, and taking the form of raw gasoline under certain conm) ditions such as low temperature operation, 'improper design er adjustment of the engine and/or its accessories, or the employmentof fuel of low volatility.

What has been said concerning down-draft carburetion is likewise applicable to up-.draft, cross-draft, or any other system now known or used, the essential point and fact for the purpose of this discussion being that liquid fuel does get into the induction conduits of present day engines in extraordinary quantities, Whether i" from causes previously stated or from flooding or leakage of the carburetor, difficulties encountered in starting the engine from any cause, or for other reasons.

u.) Several conventional methods exist for handling liquid fuel thus accumulated. For instance, it may be forced on into the engine. This is the most obvious means of getting rid of such fuel, but is wasteful of gasoline, causes excessive i, wear of engine parts. by diluting the lubricating oil, washing oil from the cylinder Walls and various moving parts of the motor, causing valves `to stick, and generating carbon, all of which constitutes unnecessary abuse of the engine. An-

55 other method, popular in recent years, of atyinduction 'convduitsfof a combustion engine, to the tempting to get rid Aof this liquid fuel is to apply'y excessive rheat to the induction conduit. Such an expedient as forming hot spots or hot walls is rapidly losing'favor,`however, since itl has the same objections as to the first method while the 'engine'jiscold (that is, until sufficient time has elapsed to he'atthe walls); and contributesto the loss of volumetric, fuel, and thermal efficiencies, while Athe engine` is hot. In addition, such a'fsystemis not entirely effective 10 even for theprimary purpose intended, in view of the tendency of fuelglobules to, bounce off a hot surface "uch as' does water from a heated stove top, theresult of lsuchaction being that the liquid fuelis-carried into themotor with at- 15 Atendant*ur'rde'rsirable consequences as heretofore described. A third method `of partially disposing of liquid fuel accumulating in induction systems consistsoflettingsuch fuel run out onto the ground after *the engine has stopped, a check valve being employedfor this purpose; such an expedient having gained rapid favor in r-ecent months. Thishas the same evils as the first system vldescribed'thoii'gh,-'while the motor is running, `thefuelftlien being drawn' thereinto in the x usualY manner while" if the engine is stopped, or othervvse(stallsffrorn'too4 great a burdenof accumulated fuel,raw gasoline is permitted to drain outon 'the' ground, thereby creating a dangerous and' unnecessary nre hazard, the systemV merelyv amounting to the trading of one evil for another. Y

An object -of this' invention is to provide a meansfor returning liquid fuel drained from the Working chargeiin combustible' `form through the employment of auxiliary air.

Another object 'sito provide a means of reclaiming liquidmfuel =that would votherwise be wasted. i 1

'Another object is to provide a reclaimer that 'will' return fuel to 'the Working fluid most rapidly when it is most needed' there.

' A still further' object is to provide a reclaimer of the foregoing' character which will return com.- 45

bustible '-fuel to the working fluid, of arichness in keeping with the requirements of varying operating conditions.

Another Object is to provide a fuel reclaiming construction which may operate Without any moving parts,"and yet be capable of varying the reclaimed fuel-air mixture inversely to induction -suctionvariations;that is, so that the proportion of fuel in'said mixture reduces as induction suction increases. 55

Another object of this invention is to provide a draining adapter which materially aids in draining liquid fuel from the induction system, and in preventing its being drawn back thereinto during normal phases of engine operation.

Another object is to provide automatic means for accomplishing the foregoing.

Taken broadly, the objects of my invention are to provide means for improving engineoperation and efliciency; insure greater power and ilexibility; secure greater longevity; and eiTect substantial savings in fuel by employment of the fuel system described herein.

These and other objects made apparent throughout the further progress of this specification are accomplished by means of the instant invention, a full and complete understanding of which is made possible by reference to the drawing herein, in which:

The single figure is a View substantially in Vertical cross-section of my fuel system as applied to a combustion engine. 4

Referring now to the drawing, I0 represents a liquid fuel accumulator, fabricated from suitable material, and of a desired size and shape, provided with a tightly tting cover II held in place by a retaining stud I2, said stud engaging a drain nut I 3 at one end, which arrangement seals the device against admission of air thereinto at these points. Adjoining accumulator I0 is a drain manifold I4 held in place by a retaining screw I5, and emptying into which is a series of drain tubes I 6 and I6a having outlets such as at I'I, and being connected at their opposite ends to a series of draining adapters I8 and I8a by means of packing glands I9 and I9a.

Attention is now directed to adapter I8, which consists of a block of metal having a working uid conduit 20 therein to conform to the inner dimensions of the outlet branch of the induction manifold with which it is associated, and being mounted between such branch and the engine by means of induction manifold retaining studs 2| and 2 Ia and retaining nuts 22 and 22a. Adapter I8 is provided with one or more drain grooves 23 and 23a., preferably draining from opposite directions and being united by holes 24 and 24a to form drain outlet 25, such an arrangement insuring that iiuid owing either Way to the adapter will encounter an acute edge and a draining path in the direction of ow and down with gravity.

In the drawing, 26 represents an engine fragment, 2'I the cylinder block, 28 the cylinder head, 29 an intake port, 30 the intake valve, and 3| a combustion chamber. 32 refers to the Working fluid induction manifold, which has an inlet conduit 33 and outlet branches 34 and 35. 36 is the carburetor working fluid delivery conduit, in which operates throttle Valve 31 upon shaft 38, while retaining bolt 39 and nut 39a unite carburetor 4D, (shown in fragmentary form) with the induction manifold.

Carburetor 4E! is not illustrated in detail for the reason that any conventional carburetor that will deliver a combustile working charge is suitable for the purposes of the instant system.

Situated within accumulator I0 is a primary vaporizer 4I, said vaporizer having an intake tube 4?. provided with a fuel inlet aperture 43 and surrounded by a metal strainer 44 which may consist of a gauze cylinder, the function of which is to keep particles of foreign matter draining from the induction manifold, from returning thereto and clogging other parts in so doing. Vaporizer 4I has a fuel metering aperture 45 in its upper portion, air or vapor metering apertures and vents, 46 and 45a, for the fuel accumulator, and a mixing chamber and outlet 41.

A float 48 is positioned within I il, pivoted to the top of which iioat is a connecting rod 49 which is in turn pivotally mounted with the operating lever 50 of auxiliary air inlet control 5I said control comprising a valve housing 52, control key 53, having an aperture 54; and control valve inlet aperture 55 and outlet aperture 56; control 5I being housed within an extension Ia of liquid fuel accumulator I, as indicated in the drawing. An adjusting stop screw 5l in conjunction with nut 58 engages operating lever 5@ in a manner and for a purpose described in greater detail elsewhere herein.

Attention is now directed to secondary vapor-` izer 59, which is connected with primary vaporizer 4I by means of hollow tube 6d and packing glands EI and 62, and to auxiliary air inlet control 5I by means of tube 63 and packing gland 64. vaporizer 59 may consist of an auxiliary air nozzle G5 having an outlet 56 and a plug lIS'I which closes the opposite end of said nozzle; a conduit E8 having air inlets 69, 'I0 and lila; a fuel feeding chamber 1I, a fuel inlet aperture 72, and a delivery venturi 13.

Secondary vaporizer 5S is surmounted by an initial air inlet adjusting screw 'M cooperating with a lock-nut '15, and controlling admission of air through apertures I6 and 16a., air passing into 59 through outlet aperture 1l.

In operation my fuel system works as follows: Carburetor 4G delivers a working charge to working fluid induction manifold 32, from which it passes to the inlet conduit 33 and to various outlet branches such as 3d and 35 illustrated in the drawing. During this operation, liquid fuel forms in the induction system, for any of the reasons previously set forth herein, or for other causes, which fuel, instead of being forced into the engine as in the case of conventional systems now in use, encounters the sharp edges of draining grooves 23 or 23a and aided by the force of gravity and certain other factors discussed elsewhere herein, passes downwardly through holes 24 and 24a into drain outlet 25 and hence through tube I3 and drain manifold M into fuel accumulator Eil, the fluid entering said accumulator through a passageway substantially at right angles to an f upright position, this latter preventing excessive agitation of liquid in Ill upon a surge of fiuid thereto concurrently with a sudden increase of pressure in the induction conduit.

While a series of individual draining adapters is indicated herein on the theory that each induction conduit outlet branch may best be drained separately, it is obvious that the induction manifold may be constructed to drain at a single point.

As liquid fuel accumulates in Il), it is now lifted in metered quantities through aperture i3 of intake tube 42 into primary vaporizer 4l where it mixes with air or vapor entering through vents 46 and 46a., and hence passes through tube @E as a very rich mixture to secondary vaporizer 5t, where it is compounded with an auxiliary air blast from nozzle @5 and then sprayed directly into the induction manifold 32 at a point near carburetor 4e. Summarized, the system permits fuel to be drained from points close to the engine, accumulated at another point, and sprayed directly into the induction conduit at a third point close to the carburetor.

With the accumulation of liquid fuel in I?, float 48 rises, carrying with it connecting rod 49 which in. turn actuatesoperating lever SII of auxiliary air inlet I.

Thus it is. apparent that as float 48 rises, the inlet aperture 54 of control valve 53 is increasingly brought into registry with the'i'nlet aperture 55 of 511, thus bringing an increasing volume of auxiliary air to the vaporizers with an increase of liquid in the accumulator; and conversely, reduces such supply as the supply of liquid diminishes. Screw 51 may readily be adjusted to vary the low opening'of 5I, or topermit it to close entirely. Further, screw T4 may be adjusted to prevent air from' entering through l1, or to vary the amount of air admitted independently of 5I. It is apparentV that the lower the float is suspended in I0, the less fluid will have to accumulate therein before an increase in air delivery occurs.

The arrangement shown provides for an increasing volume of reclaimed fuel delivery to the induction conduit as the height of fuel inl IIO increases, and may serve as a fast idling means which permits the engine to return to normal idle when the level of the accumulated fuel recedes to a given height. The use ofl control 5l has the additional advantage of varying the activity'of the vaporizers so the liquid fuel gets back into the working fluid more rapidly while it is needed most, the phase of engine operation which results in the most rapid accumulation of liquidl fuel naturally being the one which most needs the help of the vaporizers, and consequently there is less liquid fuel remaining to be returned after the engine is warm enough to have less need of the fuel, the foregoing being accomplished without feeding a surplus of auxiliary air while the engine is normally warm and'l liquid fuel is low or exhausted. In this connection however it' is to be noted that my system operates satisfactorily without any moving parts or adjustments, asby eliminating 5| entirely and making the aperture E55 Iof nozzle 65 the desired: size, and Calibrating the remainder of vaporizers 4I and 59' according to the characteristics desired, liquid fuel from the induction system being handledl without up'- setting the working fluid supplied by 40.

As a matter of fact, engine performance is actually improved with the foregoing arrangement, even when starting cold, since liquid fuel is kept 'from entering the combustion chambers, and the exceptionally powerful vaporizing action of the device guarantees the delivery tothe induction manifold of a highly combustible mixture.

My fuel reclaiming system has the unique characteristic of being susceptible of a calibration which will feed a richer reclaimed fuel mixturel to the induction manifold when the suction therein is reduced concurrently with an increase in the opening of the throttle 31, or with a reduction in engine speed for a given opening of said throttle,

thereby using the accumulated fuel available, to the best advantage in developingV power, and still providing for a mixture strength suitable for low throttle andl high suction operation. The foregoing characteristic enables more accumulated fuel to be returned to the induction system with less auxiliary air in a given length of operation than would be possible if the ratio of these rel two fluids were constant, or nearly so, orl changing inversely, as is the case where the conventional arrangement for fuel feeding, that is a fuel jet in an air venturi, is used, during induction suction variations.

The desirability of thischaracteristicvv is at once apparent when considering the fact that. while the. engine is-A operating' at sub-normal: temperature,`the draining of liquid fuel from the induction conduitf is greater, and hence the need of assistanceafrommhe additional vaporizers is: likewise greater, it being. therefore desirable to have thesevaporizersactive enough to use as much as possible off the supply of accumulated fuel during this period, without' having they auxiliary air delivery'large enough to result in insufliciently rich mixtures for this period; or in excessive engine speedforgiven` throttle openings.

Again, a ratio of reclaimed fuel and air desirable, particularly in the case of a cold engine, for operation resulting in low induction suction, would otherwise be too rich for idling and other high induction suction operation.

A still further advantage of this characteristic liesfin the fact that fuel canI be reclaimed fast enough for satisfactory operation with auxiliary air admitted through an aperture as small as a pinhole, and even without the aid of control 5l or any other means of increasing this air. With such.y a small amount of auxiliary air, little or no change is necessary in the initial carburetor adjustment, eventhough no means be used to reduce this airwhen the engine is idling. Experimentation hasA shown that even with such a small amount ofl auxiliary air present for feeding and vaporizingthe liquidi fuel, kerosene or distillate canA be handled by auxiliary vaporizers 4l and 59 andi at freezing temperatures,- which fact is particularly significant in view ofthe modern trend. towards cold carbureti'on.

Attention is now directed to a unique and outstanding feature ofV the instant invention, the admay result inY a suction ratio which increases to A the advantage of fuel lifting as the induction suctionl reduces'. Suction reduces in l2 while suction reduces in the working iiuid induction manifold, and likewise reduces in accumulator Ill,

since the suction in I' is substantially equal to that in the induction manifold, but the reductiony in TZ may be proportionately slower than in l0?, so the net suction `available for lifting fuel willi be greater at lowered induction suction.

Such a condition results in a richer reclaimed fuel-air mixture due to a decreased flow of auxiliary air and an increased, orrelatively increased, flow` of'accumulated fuel to the vaporizers. The foregoing action may be altered for the various degrees ofy suction by changing the size, shape, and/or relative positions ofthe parts of the vaporizers, particularly those of secondary vaporizer 5S; and mayl actually be increased to the point of causing a reversal of flow of fluid through 'l2 and mixing chamber outlet 41. at a predetermined high degree of induction suction, which effect may be used? advantageously in conserving accumulated fuel'while inductionsuction is above that occurring during normal engine operation, `as when an automobile is coacting with the engine in gear andl the fuelVv throttle in low position.

Although my invention has been described herein in connection with a system employing atmospheric pressure feeding, it is apparent that it isequally applicable tosystemsusing supercharg- CTL s er induction pressures.

ing, or any other suitable means of feeding fuel to an engine.

A distinctive feature of my fuel system is the increasing of the suction in accumulator lil to draw iuid thereinto by means of additional suction created by the reclaiming vaporizer 59. In this regard it is to be noted that while it is preferable to drain liquid from each induction conduit close to the engine, and to have the drain arranged so that the liquid fuel gravitates into a receptacle in spaced relation to the Working fluid induction conduit, liquid fuel may be removed from the working fluid in any desired manner, and accumulator i5 may be placed in any desired elevation, because the increased suction therein, brought about by the action of 59, will lift fuel into it against gravity.

In connection with adapters l 8 it is to be noted that these elements are suitable for installation between a conventional induction manifold and conventional engine intake ports, by installing longer studs (2i and Zia) with inclined, horizontal, or declined intake port passageways. While it may seem that there would be no tendency for fluid to flow back to the adapters where horizontal or declined ports are served, the fact is that there is a pronounced reversal of flow here also, particularly at low engine speeds, because of pumping action due to the conventional early opening and late closing of the intake valves, and, at higher speeds, due to increased pressure in the port after the valve closes. In view of this tendency, the importance of the to and fro draining action and of the increased suc- H tion described above, are obvious. Similar adaptmay also be used for induction conduits with tip-draft or cross-draft inlets, which, like the down-draft type, may also be adapted to drain in any desired manner at one or more points.

If desired, vaporizers 4I and 59 may be directly connected, without tube 50, and accumulator it may be brought up to correspond to the position shown for 59 in the drawing; or the unit coni-posed of Iii, primary vaporizer lll and secondary vaporizer 5S may be placed in any desired position with 59 connected for delivery to the induction conduit by tubing if necessary, depending upon the position chosen. Again, in any combination of positions of lil and 59, the float controlled valve 5I may be eliminated, and the capacity of il and 59 altered as desired, in which case it may be best to reduce their maximum capacity under that permissible with 5l adapted to reduc-e the volume delivered by 4l and 59 concurrently with a reduction in the quantity of accumulated fuel, as shown in the drawing.

For a construction which has no moving parts, I prefer to have the reclaimed fuel mixture composed of about one part of fuel to four parts of air (about four times normal mixture strength) as a maximum during operation resulting in high induction suction, or low induction pressure, this ratio of fuel to air automatically increasing predeterminedly for lower induction suction, or high- The fuel should be fed at a rate which normally will balance the rate of accumulation of liquid in the tank (cause the level of the accumulating fuel to stop rising) within a few minutes after the engine is started at freezing temperatures.

lf desired, 5l and 59 may be united, and if m be in spaced relation, the movement of float may be transmitted to control valve inlet aperture by means of a simple mechanism readily devised by any mechanic. In the construction shown in the drawing, some engineers may elect to use some auxiliary air during all phases of engine operation and to have this auxiliary air increased upon an increase in the amount of liquid fuel accumulated, in which case it may be preferable to adjust screw 'lli accordingly, or to eliminate it and make aperture Tl the proper size to supply the desired minimum amount of air while allowing control key 53 to close when the float is in its lowermost position. Such would be preferable to having all of the auxiliary air handled by 5l, because 53 would then increase the amount of auxiliary air admitted, upon a smaller increase in the quantity of liquid fuel accumulated.

My fuel reclaiming system has the unique operating characteristics of making the main fuel mixture over-rich with fuel, most of which would otherwise be wasted, while an over-rich mixture is urgently needed, concurrently with the fastest accumulation of liquid fuel; of withholding for subsequent use liquid fuel which is removed from the working fluid induction conduit faster than it is desirable to return it with so simple a device or while the engine is stopped; of decreasing the mixture richness as the accumulated quantity of liquid fuel becomes reduced, concurrently with increased operating temperatures; and of increasing the proportion of fuel to air being delivered by the reclaiming vaporizers upon a decrease in induction suction, or an increase in induction pressure, concurrently with an increase in throttle opening or a drop in engine speed (or relatively slow engine speed) for a given throttle opening.

It will be understood that liquid fuel accumulates very rapidly when a cold engine is rst started, and decreases in rate of accumulation as the operating temperature increases. With my device, the engine starts right off firing on all of its cylinders and continues to fire regularly, even in zero weather, most of the gasoline fed by the carburetor during the first few minutes of the critical operation resulting from this low temperature (or, in other words, during the time that L about a quart of gasoline is being fed by the carburetor) going through the reclaiming process. Part of said liquid temporarily remains in the accumulator tank, because the rate of accumulation, particularly while about the first pint is being fed by the carburetor, is greatly in excess of the desirable rate of vaporization and delivery of this liquid to the working fluid.

It is to be noted that my fuel system makes provision for control of time and rate of returning liquid fuel compounded with auxiliary air, to the Working fluid, the operation being governed by the quantity of accumulated fuel. Also, that provision is made for admitting auxiliary air, only when there is liquid fuel accumulated, and independently of any other control. An additional advantage of not withholding accumulated fuel from returning to the working fluid during low throttle operation is that extended low throttle operation, particularly in cold weather and before the engine has been brought to normal temperature, might otherwise result in excessive accumulation in lil.

The system is automatic, independent of any connection with the initial carburetor throttle, admit auxiliary air or not as desired, when and if the engine induction conduit be warm enough to prevent accumulation of liquid fuel; and has a simplified cover construction without gaskets, screws, nuts or washers excepting the Al U single stud and its nut, which also serves as a drain plug.

While I have herein described in considerable detail a specific embodiment of my invention, and

' suggested certain modifications thereto, it will be apparent to those skilled in the art that numerous changes in structural arrangement might be made without departure from the spirit of my invention and Within the scope of the appended claims.

I claim:

1. In a fuel reclaimer, means for lifting liquid fuel in metered quantities against induction suction, means for vaporizing said fuel thus lifted with air also drawn against induction suction, and means for compounding said vaporized fuel with an auxiliary air blast.

2. In a fuel reclaiming system for a combustion engine, an accumulating chamber for liquid fuel received from the working fluid, a float in said chamber, and an air valve controlled by said float, said valve being adapted to feed auxiliary air to said working fluid whenever a predetermined amount of said liquid has accumulated.

3. In a fuel system for a combustion engine, means for delivering auxiliary air to the working fluid at all times, means utilizing said auxiliary air for directly vaporiz'ing liquid fuel encountered in the working fluid, and means fcr automatically increasing the volume of said air delivered upon a predetermined increase in the amount of said liquid fuel encountered.

4. In a fuel reclaiming systernfor a combustion engine, an accumulator for liquid fuel encountered in the Working fluid, means for controlling the incidence and the rate of return of said liquid to said working fluid, said means being independently governed by the quantity of said fuel accumulated; said liquid fuel being returned with auxiliary air to said Working fluid; and means for controlling the ratio of said fuel and said air, said last mentioned means being governed by induction suction values.

5. In a fuel system for a combustion engine, a temporary fast idling device for use during cold engine operation, means for utilizing liquid fuel, which tends to accumulate in the Working fluid during cold operation, to form additional working fluid, said device being governed by liquid fuel in the working fluid in such a manner that the low volume of working fluid admitted from the initial source during idling operation is materially increased while said liquid fuel is present.

6. In a fuel reclaimer, means for reclaiming liquid fuel and mixing it With air in predetermined ratios to form Working fluid, and means governed by the quantity of liquid fuel available Y for reclaiming, to control the quantity of working fluid delivered by said device.

'7. In a fuel reclaiming system for a combustion engine, a plurality of vaporizers in series for liquid fuel being reclaimed, said vaporizers being situated in spaced relation to each other, the fuel available to the first stage of this series of vaporizers and the conduit to which the last of said series of vaporizers is adapted to deliver, being at substantially equal pressure.

8. In a fuel system for a combustion engine, an initial working fluid induction conduit, a liquid fuel drain in said conduit, adjacent the cornbustion chamber inlet, an accumulator for said liquid, situated in spaced relation to said drain, and a vaporizer for delivering said liquid from said accumulator to said working fluid, said vaporizer being situated in spaced relation to said drain and to said accumulator, and said accumulator being adapted to receive and deliver or withhold said liquid at pressures substantially equal to those at said inlet.

9. In a fuel system for a combustion engine, an auxiliary air inlet with an adjustment adapted to provide various fixed capacities of or to entirely close said inlet; and an auxiliary air inlet valve controlled by liquid fuel drained from the Working fluid, said valve being adapted to prevent the entry of auxiliary air, or to reduce it predeterminedly while little or none of said liquid is being drained.

10. In a fuel system for a combustion engine, means using auxiliary air to form a reclaimed fuel charge, and means for increasing said auxiliary air automatically as the supply of liquid fuel to be reclaimed increases.

11. In a fuel reclaiming system for a combustion engine, a liquid fuel accumulator in two separable parts, said parts being held together by a single stud with a retaining nut serving also as a drain plug, said parts being air sealed by a tapered joint at their junction, and adapted to permit the removal of the upper of said parts without moving the other part.

12. In a fuel system for a combustion engine, an adapter between the working fluid induction conduit and the combustion chamber inlet port, for the purpose of removing liquid from said conduit, said adapter providing an unobstructed path for working fluid there-through; said adapter having two grooves for collecting liquid flowing in opposite directions in said conduit, and having an outlet duct for each of said grooves so arranged that fluid draining through either duct assists fluid to drain through the other.

HOMER A. TRUSSELL. 

